Fluid-pressure brake device.



W. V. TURNER. FLUID PRESSURE BRAKE DEVIGB.

APPLICATION FILED APB.. 22, 1913.

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WALTER V. TURNER, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR T0 THE WESTING-HOUSE AIR BRAKE COMPANY, OF WILMEBDING, PENNSYLVANIA, A. CORPORATION 0FPENNSYLVANIA.

FLUID-PRESSURE BRAKE DEVICE.

Speeiieation of Letters Patent.

Application filed April 22, 1913.

Patented Dec. 23 1913. Serial No. 762,865.

To all whom, it may concern.'

Be it known that I, WALTER V. TURNER, a citizen of the United States,residing at Edgewood, in the county of Allegheny .and State ofPennsylvania, have invented new and useful Improvements inFluid-Pressure Brake Devices, of which the following is a specification.

This invention relates to fluid pressure brakes, and more particularlyto a device for automatically cutting ofil communication from theemergency reservoir under certain conditions.

ln certain types of air brake apparatus now frequently employed inservice, a reservoir in addition to the usual auxiliary reservoir isprovided and fluid from this reservoir is employed to secure a highpressure in an emergency application of the brakes and also for otherpurposes such as graduating the release of the brakes.

Where a vehicle is equipped with an apparatus of the above describedcharacter, it is sometimes desirable to cut out the additional reservoirso far as supplying fluid in an emergency application of the brakes isconcerned, for example, when the vehicle so equipped is temporarilyemployed in train in which there are vehicles not provided with the highpressure emergency feature. In such cases, however, it is desirable toretain the use of the additional reser voir for its other purposes, suchas for graduating the release of the brakes.

The principal object of my invention is to provide means forautomatically cutting out the additional reservoir in an emergencyapplication of the brakes while retaining the same in service for otherpurposes.

ln the accompanying drawing, Figure 1 is a diagrammatic view of a carair brake equipment, showing my improvement applied thereto; Fig. 2 acentral sectional view of a triple valve device connected to the usualauxiliary reservoir and an additional reservoir and showing theautomatic cut-out device in section, the triple valve device being shownin release position; and Fig. 3 a similar view, showing the positions ofthe parts when an emergency application of the brakes is made.

As shown in Fig. 1 of the drawing, the car air brake equipment comprisesa brake cylinder 7, a triple valve device l, connected to the train pipe2, and by pipes 3 and l to the auxiliary reservoir 5 and the additionalreservoir 6 respectively, and according to my invention, an automaticcut out device 8 is inserted in the additional reservoir pipe L1. Thetriple valve device 1 has the usual piston chamber 9 connected to trainpipe 2 and containing piston 10 and valve chamber 11 connected by pipe 3to auxiliary reservoir 5 and containing the main slide valve 12 andauxiliary or graduating valve 13, both adapted to be operated by thepiston 10 in the usual manner. For controlling the admission of fluidfrom the additional reservoir G to the brake cylinder, a by-pass valvedevice is provided comprising a piston 14 contained in piston chamber15, the space on one side of the piston being connected to a passage 1G,leading to the seat of the main slide valve 1Q and the space at theopposite side of the piston being connected to the valve chamber 11 bypassages 17 and 18. The piston 14 is connected by a valve stem 19 to avalve 20 which controls communication from a passage 21, open to theadditional reservoir pipe 4, to passage 1S leading to the valve chamber11.

As so far described, the construction corresponds with that heretoforeemployed, but according to my invention, a cut-out valve device 8 isinserted in the additional reservoir pipe 4. This valve devicepreferably comprises a valve piston 22 for controlling communicationthrough pipe a from the additional rescrvoir to the triple valve deviceand adapted, when moved toward the triple valve device, to seat and cutoli' said communication.

The valve piston is subject to the pressure of a spring 23 tending tohold the valve piston oil its seat and a passage 2a provides arestricted communication from the reservoir to the triple valve devicewhen the valve piston is unseated.

The operation of my improvement depends upon the fact that in anemergency application of the brakes the flow of air from the additionalreservoir is large and sudden while for other operations, such asgraduating the release of the brakes, the flow iS more gradual. Then thebrake system is charged in the usual manner, fluid is supplied to theadditional reservoir from valve chamber 11, through port 26 in the mainslide valve, passage 25, passage 21, pipe 4f and the restricted passage24 around the valve piston In graduating the release of the brakes, uponmovement of the parts to release position, the port 26 registers withthe passage 25, so that fluid from the additional reservoir 6 issupplied to the valve chamber 1l and the auxiliary reservoir and whenthe pressure in the auxiliary reservoir has been increased by this flowto a degree slightly exceeding the train pipe pressure, the piston 10 ismoved outwardly and the graduating valve 13 is shifted to close the port2G. rlhe rate of flow from the additional reservoir suflicient forgraduated release is provided for by the restricted passage 24, so thatthe fluid pressure on opposite sides of the valve piston 22 remainsubstantially balanced and no movement of the valve piston takes place.If an emergency application of the brakes is made, the triple valveparts assume emergency position, as shown in Fig. 3 of the drawing, inwhich passage 16 is connected by cavity 27 with brake cylinder passage2S. The fluid pressure above the by-pass piston 14 is thus reduced andthe auxiliary reservoir pressure acting on the o-pposite side of thepiston moves the piston and the valve 2O is lifted from its seat,establishing communication from the additional reservoir passage 21 topassage 1S, leading to valve chamber 11 and the auxiliary reservoir.rI`he larger passages employed in emergency position for supplying fluidto the brake cylinder cause a rate of flow from the additional reservoirexceeding that which can be taken care of by the restricted passage 24and consequently, the fluid pressure on the reservoir side of the valvepiston 22 quickly becomes greater tha the fluid pressure on the triplevalve side of the valve piston, so that the valve piston is shifted toits seat, cutting off communication from the reservoir to the triplevalve device. It will now be evident that by employing my improvement,the additional reservoir is automatically cut ofil in an emergencyapplication of the brakes While the same is available for graduatedrelease and the like.

My invention is not limited to use With a triple valve device, as thesame may be applied to other forms of brake controlling` valve devicesWhere an additional reservoir is employed and Where it is desired toprovide means for cutting the reservoir out of action in makingemergency applications of the brakes.

Having nonr described my invention, what I claim as new and desire tosecure by Letters Patent, is

1. In a. fluid pressure brake, the combination with a reservoir and avalve device for controlling the supply of fluid to effect anapplication of the brakes and provided with means for openingcommunication from said reservoir upon an emergency application of thebrakes and also at other times, of a valve mechanism operated by theflow of fluid from said reservoir for cutting o communication from thereservoir to said valve device in an emergency application of thebrakes.

2. In a fluid pressure brake, the combination With a brake cylinder,train pipe, auxiliary reservoir, and a valve device operating upon areduction in train pipe pressure for supplying fluid from the auxiliaryreservoir to the brake cylinder, of an additional reservoir, meanscontrolled by said valve device for opening communication from saidadditional reservoir in an emergency application of the brakes and foreiecting a graduated release of the brakes, and a valve mechanismoperated by the flow of fluid from said additional reservoir in anemergency application of the brakes for closing communication from theadditional reservoir to said valve device.

3. In a fluid pressure brake, the combination with a brake cylinder, atrain pipe, a reservoir, a valve device opera-ting upon a gradualreduction in train pipe pressure for eecting the supply of fluid fromsaid reservoir to the brake cylinder, an additional reservoir, meanscontrolled by said valve device for supplying fluid from said additionalreservoir to the brake cylinder upon a sudden reduction in train pipepressure, and means controlled by said valve device for supplying fluidfrom said additional reservoir to effect a graduated release of thebrakes, of a valve mechanism operated by the flow of fluid from saidadditional reservoir for closing communication from the additionalreservoir to said valve device upon an emergency application of thebrakes and having means for permitting flovv of fluid from theadditional reservoir in effecting a graduated release of the brakes.

4. In a fluid pressure brake, the combination With a valve device havingmeans for effecting an application of the brakes, of a reservoirconnected to said valve device and a valve mechanism for controllingcommunication from said reservoir to said valve device and operated at apredetermined rate of flow from the reservoir to the valve device forclosing communication from the reservoir to said valve device.

5. In a fluid pressure brake, the combination with a valve device havingmeans for effecting an application of the brakes, of a reservoirconnected to said valve device and a valve mechanism for controllingcommunication from said reservoir to said valve device and adapted topermit a gradual iow of fluid from the reservoir, said valve mechanismVbeing operated by a predetermined greater rate of iovv for closingcommunication from the reservoir to said valve device.

6. In a fluid pressure brake, the combination With a reservoir and avalve device operated by variations m tram pipe pressure for controllingthe application and release of the brakes and provided with means forestablishing a flow of fiuid from the reservoir to effect a gradualrelease of the brakes and a more rapid i'low to effect an emergencyapplication oi' the brakes, of a valve mechanism controllingcommunication through Which fluid is supplied from said reservoir andoperated by the more rapid flow for closing said communication.

7. ln a Huid pressure brake, the combination with a reservoir and avalve device for controlling the brakes and provided with means forutilizing iuid from said reservoir for braking purposes, of a valvepiston for controlling communication from the reservoirto said valvedevice and having a restricted passage for permitting a limited rate ofoiv from the reservoir, said valve piston being operated by a greaterrate of HOW for closing communication from the reservoir to said valvedevice.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER. l/Vitnesses A. M. CLEMENTS, C. A. ALLsHoUsE.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

